Fuel-cetane-number estimation method and apparatus

ABSTRACT

An object is to provide a method and an apparatus which can be implemented with a simplified and inexpensive configuration without causing a misfire in a combustion state. In a fuel-Cetane-number estimation method of the present invention, a map which specifies a relationship between the Cetane number and a control parameter at which NOx concentration of exhaust gas reaches a predetermined value is prepared in advance. Then, the control parameter is controlled variably to detect transition of the NOx concentration of the exhaust gas of the internal combustion engine, and thereby the control parameter of the internal combustion engine at which the NOx concentration has reached the predetermined value is obtained, and the Cetane number which corresponds to the obtained control parameter is estimated on the basis of the map.

TECHNICAL FIELD

The present invention relates to a fuel-Cetane-number estimation method of estimating a Cetane number of fuel used in a compression ignition type inner combustion engine such as a diesel engine, and an apparatus for implementing the fuel-Cetane-number estimation method.

BACKGROUND

Fuel such as light oil is used in a compression ignition type inner combustion engine such as a diesel engine. However, the Cetane numbers of commercially-supplied fuels are not necessarily constant. Thus, usage of fuel having a Cetane number other than a predetermined Cetane number may cause a misfire and white smoke, as well as an increase in harmful substances contained in exhaust gas and reduction of the fuel consumption performance. As a way to solve such a problem, a Cetane number may be estimated for the fuel actually used in an internal combustion engine, and the estimation result may be reflected in the operation control of the internal combustion engine.

There are various methods proposed to estimate a Cetane number of fuel, such as those disclosed in Patent Documents 1 and 2.

In Patent Document 1, when an internal combustion engine is in an idle state, a fuel-injection timing is gradually retarded to make a combustion state gradually unstable and cause a misfire on purpose. Then, the amount of retard at which the misfire occurs is determined, and the Cetane number of the fuel is estimated on the basis of a map that specifies in advance a relationship between the amount of retard and the Cetane number.

In Patent Document 2, a Cetane number is estimated on the basis of a fuel-injection timing at which a relationship “ΔP/ΔCA=a” is substantially satisfied. ΔP is a difference between: an in-cylinder pressure peak value after a top dead center of compression due to combustion caused by fuel injection; and an in-cylinder pressure peak value of a top dead center of compression or in the vicinity of the same due to combustion caused by pilot injection before fuel injection or compression of in-cylinder gas due to piston motion. ΔCA is a difference in crank angles corresponding to the respective in-cylinder pressure values.

CITATION LIST Patent Literature

Patent Document 1: JP2007-154699A

Patent Document 2: JP2009-144634A

SUMMARY Problems to be Solved

In Patent Document 1, a Cetane number is estimated on the basis of a misfire caused in a combustion state by retarding a fuel-injection timing. However, a misfire is a phenomenon that occurs as a result of the combustion state becoming extremely unstable, and thus unfavorable for an internal combustion engine. Further, occurrence of a misfire in a combustion state leads to a considerable decrease in the fuel consumption performance, which is another problem.

In Patent Document 2, the Cetane number is estimated on the basis of in-cylinder pressure peak values. Thus, it is necessary to provide an additional in-cylinder pressure sensor in an internal combustion engine to implement the estimation method, which results in an increase in the implementation cost.

The present invention was made in view of the above issues. An object is to provide a method and an apparatus for estimating a fuel-Cetane number that can be implemented with a simplified and inexpensive configuration that does not cause a misfire in a combustion state.

Solution to the Problems

To achieve the above object, a fuel-Cetane-number estimation method of estimating a Cetane number of a fuel used in an internal combustion engine which performs compression ignition combustion according to the present invention includes: preparing in advance a map which specifies a relationship between the Cetane number of the fuel and a control parameter of the internal combustion engine at which NOx concentration of exhaust gas of the internal combustion engine reaches a predetermined concentration value; controlling the control parameter of the internal combustion engine variably to detect transition of the NOx concentration of the exhaust gas of the internal combustion engine; obtaining the control parameter of the internal combustion engine at which the NOx concentration has reached the predetermined concentration value on the basis of the detected NOx concentration; and estimating the Cetane number which corresponds to the obtained control parameter on the basis of the map.

According to the present invention, it is possible to estimate a Cetane number without causing a misfire in the combustion state of the internal combustion engine on the basis of the control parameter at which the NOx concentration of the exhaust gas of the internal combustion engine has reached the predetermined value by focusing on the NOx concentration of the exhaust gas which shows a remarkable change in response to the variable control of the control parameter of the internal combustion engine. Especially, it is possible to estimate a Cetane number with a simplified and inexpensive configuration by preparing in advance the map which specifies a relationship between the Cetane number of the fuel and the control parameter at which the NOx concentration of the exhaust gas of the internal combustion engine reaches the predetermined concentration value by a method based on a test, an experiment or a theory, and applying an actual measurement value of NOx concentration of the exhaust gas to the map.

In one embodiment of the present invention, the method further includes: detecting a state factor which affects the NOx concentration of the exhaust gas of the internal combustion engine; and correcting the map by using a predetermined correction value which corresponds to the detected state factor.

The NOx concentration of the exhaust gas of the internal combustion engine may be affected by a particular state factor (e.g. an engine state or an environmental condition). Thus, accuracy of the map may decrease in accordance with a change in the state factor. In the present embodiment, the map is corrected by a correction value corresponding to a detection result of the state factor, which makes it possible to eliminate the influence of a change in the state factor and to estimate a Cetane number accurately under various conditions.

Further, the method may further include: detecting a state factor which affects the NOx concentration of the exhaust gas of the internal combustion engine; and correcting the predetermined concentration value by using a predetermined correction value which corresponds to the detected state factor.

The influence of a change in the state factor can be also eliminated by correcting the predetermined concentration value which is used as a standard for determining the NOx concentration. In the present embodiment, the predetermined concentration value is corrected by a correction value corresponding to a detection result of the state factor, which makes it possible to estimate a Cetane number accurately under various conditions.

Specifically, the state factor may include at least one of a temperature of a coolant water, a temperature of an inlet of a cylinder, a pressure of the inlet of the cylinder, oxygen concentration of the cylinder, an amount of intake air, a pressure of the intake air, or a humidity of the intake air of the internal combustion engine.

In another embodiment of the present invention, execution of the fuel-Cetane-number estimation method is automatically started if a predetermined starting condition is satisfied.

According to the present embodiment, the fuel-Cetane-number estimation method is executed if a starting condition suitable to execute the control for estimating a Cetane number is satisfied, such as detection of an idling state and detection of operation of an execution button for starting a control by an operator.

The control parameter may be an amount of retard in a fuel injection timing in a combustion chamber of the internal combustion engine. Furthermore, the control parameter may be an amount of recirculation of the exhaust gas to the intake air of the internal combustion engine.

The NOx concentration of the exhaust gas is affected by an amount of retard of a fuel-injection timing or an amount of recirculation of the exhaust gas to the intake air, which are thus suitable as control parameters for a transition control for estimating a Cetane number.

To achieve the above object, a fuel-Cetane-number estimation apparatus for estimating a Cetane number of a fuel used in an internal combustion engine which performs compression ignition combustion according to the present invention includes: a NOx concentration detection unit for detecting NOx concentration of exhaust gas of the internal combustion engine; an internal-combustion-engine control unit for variably controlling a control parameter of the internal combustion engine; a storage unit for storing a map which specifies a relationship between the Cetane number of the fuel and the control parameter of the internal combustion engine at which the NOx concentration of the exhaust gas of the internal combustion engine reaches a predetermined concentration value; and a Cetane-number estimation unit for variably controlling the control parameter with the internal-combustion-engine control unit to vary the NOx concentration of the exhaust gas of the internal combustion engine, obtaining the control parameter at which the NOx concentration reaches the predetermined concentration value, and estimating the Cetane number which corresponds to the obtained control parameter on the basis of the map.

With the above apparatus, it is possible to execute the above method of estimating a Cetane number of a fuel (including the above embodiments) appropriately.

The fuel-Cetane-number estimation apparatus may further include: a state-factor detection unit for detecting a state factor which affects the NOx concentration of the exhaust gas of the internal combustion engine; and a correction unit for correcting the map by using a predetermined correction value which corresponds to the state factor detected by the state-factor detection unit.

With the above correction unit, it is possible to eliminate the influence of a change in the state factor and to estimate a Cetane number accurately under various conditions by correcting the map with a correction value corresponding to a detection result of the state factor.

Further the fuel-Cetane-number estimation apparatus may include: a state-factor detection unit for detecting a state factor which affects the NOx concentration of the exhaust gas of the internal combustion engine; and a correction unit for correcting the predetermined concentration value by using a predetermined correction value which corresponds to the state factor detected by the state-factor detection unit.

With the above correction unit, it is possible to eliminate the influence of a change in the state factor and to estimate a Cetane number accurately under various conditions, by correcting the predetermined value with a correction value corresponding to a detection result of the state factor.

Further, the NOx concentration detection unit may also be used as a NOx sensor used to calculate a purification rate in an exhaust-gas purification device for purifying the exhaust gas of the internal combustion engine.

There are an increasing number of vehicles equipped with an exhaust-gas purification device in response to tightening of the exhaust-gas regulations. Such an exhaust-gas purification device often includes a NOx sensor for calculating a purification rate. Thus, using such a NOx sensor also as a NOx concentration detection unit of the present invention makes it no longer necessary to provide an additional sensor or the like, which is effective in reducing cost.

Advantageous Effects

According to the present invention, it is possible to estimate a Cetane number without causing a misfire in the combustion state of the internal combustion engine on the basis of the control parameter at which the NOx concentration of the exhaust gas of the internal combustion engine has reached the predetermined value by focusing on the NOx concentration of the exhaust gas which shows a remarkable change in response to the variable control of the control parameter of the internal combustion engine. Especially, it is possible to estimate a Cetane number with a simplified and inexpensive configuration by preparing in advance a map which specifies a relationship between the Cetane number of the fuel and the control parameter at which the NOx concentration of the exhaust gas of the internal combustion engine reaches the predetermined concentration value by a method based on a test, an experiment or a theory and applying an actual measurement value of NOx concentration of the exhaust gas to the map.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a configuration diagram of an overall structure of a fuel-Cetane-number estimation apparatus according to the present embodiment.

FIG. 2 is a conceptual diagram of an interior configuration of ECU illustrated as function blocks for implementing a method of estimating a fuel-Cetane-number.

FIG. 3 is a graph showing a change in NOx concentration of exhaust gas in a case where the amount of retard of a fuel-injection timing is controlled variably.

FIG. 4 is an example of a map that specifies a correlation between the amount of retard and the Cetane number of fuel used in an engine.

FIG. 5 is a flowchart of control operation of a fuel-Cetane-number estimation apparatus according to the present embodiment.

FIG. 6 is a conceptual diagram of an interior configuration of ECU according to the first modified embodiment, illustrated as function blocks for implementing the method of estimating a fuel-Cetane-number.

FIG. 7 is a graph of relationships between a control parameter and NOx concentration of exhaust gas at different coolant-water temperatures, for an engine using a fuel having the same Cetane number.

FIG. 8 is a map including the amount of correction according to the first modified embodiment.

FIG. 9 is a characteristic graph including the amount of correction according to the second modified embodiment.

DETAILED DESCRIPTION

Embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It is intended, however, that unless particularly specified, dimensions, materials, shapes, relative positions and the like of components described in the embodiments shall be interpreted as illustrative only and not limitative of the scope of the present invention.

FIG. 1 is a configuration diagram of an overall structure of a fuel-Cetane-number estimation apparatus according to the present embodiment.

The reference numeral 1 is a diesel engine which is an internal combustion engine including a fuel-injection device of a common-rail type (hereinafter, referred to as an “engine” where appropriate). Fuel is directly injected into a combustion chamber of each cylinder from a fuel injection valve, and thereby compression ignition combustion is performed. The fuel-injection timing and the amount of injection of the fuel injection valves are electrically controlled by an electronic control unit (hereinafter, suitably referred to as “ECU”) 10.

The engine 1 includes an exhaust turbine 2 a and an exhaust turbocharger 2 having a compressor 2 b that is driven coaxially with the exhaust turbine 2 a. Air incorporated from an intake pipe 3 is compressed and heated by the compressor 2 b, and then cooled by an intercooler 4 disposed at the downstream side of the compressor 2 b. The supply air cooled by the intercooler 4 is supplied to a combustion chamber 7 via an intake manifold 6.

Compression ignition combustion is performed in the combustion chamber 7, and exhaust gas generated by the combustion is discharged to the outside from an exhaust pipe 9 via an exhaust manifold 8. An exhaust-gas recirculation (EGR) pipe 11 is branched from the exhaust pipe 9 at the upstream side of the exhaust turbine 2 a and connected to the intake pipe 3 at the downstream side of a throttle valve 5, so that a part of exhaust gas is re-circulated. An EGR cooler 12 is disposed in the EGR pipe 11, so that the high-temperature exhaust gas is cooled. The amount of recirculation of the EGR gas (EGR amount) is adjusted by the EGR valve 13 disposed in the EGR pipe 11.

The exhaust gas of the engine 1 drives the exhaust turbine 2 a disposed in the exhaust pipe 9 a to serve as a power source of the compressor 2 b, before being supplied to an exhaust aftertreatment system 14. The exhaust aftertreatment system 14 is formed integrally with an oxidation catalyst (DOC) 15 and a diesel particulate filter (DPF) 16. The DOC 15 utilizes oxygen contained in the exhaust gas to oxidize and break down non-combusted substances that mainly contain hydrocarbon (HC) in the exhaust gas into water (H₂O) and carbon dioxide (CO₂).

The DPF 16 collects particulate matters (PM) contained in the exhaust gas to purify the exhaust gas. When the amount of accumulated PM collected by the DPF 16 increases, the purifying performance decreases. Thus, regeneration process is performed on the DPF 16 at a predetermined timing. When the DPF 16 is regenerated, the DOC 15 at the upstream side oxidizes fuel in the exhaust gas to heat the exhaust gas, and the exhaust gas having a high temperature is supplied to the DPF 16, thereby combusting the accumulated PM.

In the exhaust pipe 9 at the downstream side of the exhaust aftertreatment system 14, disposed is a NOx selective catalytic reduction (SCR) 17 (hereinafter, referred to as “denitration catalyst”) for decomposing nitrogen oxide (NOx) in the exhaust gas into water (H₂O) and nitrogen (N₂). A urea injection nozzle 18 for spraying urea solution, which is a reductant, into the exhaust pipe 9 is disposed at the upstream side of the denitration catalyst 17.

When the urea solution is sprayed to the exhaust gas, ammonia is produced from the urea solution by hydrolysis as shown in the following formula (1).

(NH2)₂CO+H₂O→CO₂+2NH₃  (1)

Further, the denitration reaction between the ammonia (NH₃) and the nitrogen oxide (NOx) at the denitration catalyst 17 is varied depending on the reaction rate, taking place according to one of the following formulas (2) to (4).

4NH₃+4NO+O→4N₂+6H₂O  (2)

2NH₃+NO+NO₂→2N₂+3H₂O  (3)

8NH₃+6NO₂→7N₂+12H₂O  (4)

The ECU 10 obtains detection values of NOx sensors 19 a and 19 b disposed at the upstream side and the downstream side of the denitration catalyst 17, calculates the NOx purification rate at the denitration catalyst 17, and performs various controls such as a control of the additive amount of the urea solution on the basis of the calculation result. For instance, the ECU 10 obtains a target NOx purification rate on the basis of the operation state (such as an engine load and a rotation speed) of the engine 1 and the catalyst temperature of the denitration catalyst 17, and compares the target NOx purification rate to an actual NOx purification rate calculated on the basis of detection values detected by the NOx sensors 19 a and 19 b, so as to control the additive amount of reductant or the timing to start addition.

In the present embodiment, in addition to the above general control, the ECU 10 achieves efficient operation by estimating a Cetane number of fuel used in the engine 1, and reflecting the estimation result on a normal operation control (e.g. by performing correction based on the estimation results on engine-control parameters in a normal operation such as a fuel-injection control parameter, an EGR control parameter, and a variable-turbo control parameter). Specifically, the ECU 10 functions as an arithmetic unit for implementing the method of estimating a Cetane number according to the present invention.

FIG. 2 is a conceptual diagram of an interior configuration of the ECU 10 illustrated as function blocks for implementing a method of estimating a fuel-Cetane-number.

A control-parameter control part 20 performs a variable control on a control parameter of the engine 1 by transmitting control signals. The control parameters to be controlled here only need to be parameters related to the operation state of the engine 1 and capable of affecting the NOx concentration in the exhaust gas. Preferably, the amount of retard of the fuel-injection timing or the EGR amount may be used as the control parameters.

The series of fuel-Cetane-number estimation controls described below can be applied regardless of the type of control parameters. Hereinafter, to make it easier to understand, the controls will be described in detail with reference to a case where the amount of retard of the fuel-injection timing is used as a control parameter.

Here, FIG. 3 is a graph showing a change in NOx concentration of exhaust gas in a case where the amount of retard MI of a fuel-injection timing is controlled variably. The horizontal axis is the amount of retard MI of the fuel-injection timing, and the vertical axis is the NOx concentration C of exhaust gas. Further, in FIG. 3, the solid line (a) represents the characteristic of a fuel having a higher Cetane number, while the dotted line (b) represents the characteristic of a fuel having a lower Cetane number.

The graph shows a trend that, when the amount of retard MI of the fuel injection timing is gradually increased, the combustion state of the engine 1 gradually becomes unstable, and the NOx concentration C of exhaust gas decreases. In the characteristic graph, the slope of the amount of retard MI becomes steep across a predetermined value, and the decreasing speed of NOx concentration increases. The amount of retard at which the slope becomes steep depends on the Cetane number. As illustrated in FIG. 3, the slope changes rapidly at a smaller amount of retard in the characteristic graph (b) having a lower Cetane number than in the characteristic graph (a) having a higher Cetane number.

A storage part 21 of the ECU 10 stores in advance a NOx-concentration threshold value C0 (reference numeral 22 in FIG. 2) which is information required to estimate a Cetane number, and a map 23. FIG. 3 illustrates an example of the NOx-concentration threshold value C0 stored in the storage part 21. The NOx-concentration threshold value C0 is set so as to cross lines in a region of the characteristic graph where the slope rapidly changes.

Here, the amount of retard at which a line in the characteristic graph crosses the NOx-concentration threshold value C0 is defined as MI0. In the example of FIG. 3, the retard amount MI0 of the lines (a), (b) in the characteristic graph is respectively MI0-h and MI0-1. The amount of retard MI0 depends on the Cetane number of fuel used in the engine 1. The map 23 specifies the correlation between the amount of retard MI0 and the Cetane number.

Here, FIG. 4 is an example of a map 23 which specifies a correlation between the amount of retard MI0 and the Cetane number CN of fuel used in an engine. According to the map 23, the Cetane numbers corresponding to the amounts of retard MI0-h and MI0-1 illustrated in FIG. 3 are estimated to be respectively CN 1 and CN 2.

As illustrated in FIG. 2, a Cetane-number estimation part 24 of the ECU 10 determines the NOx concentration of the exhaust gas by obtaining a detection value detected by the NOx sensor 19 a at the upstream side, and estimates a Cetane number by the above process on the basis of the NOx concentration threshold value C0 and the map 23 read out from the storage part 21.

With reference to FIG. 5, the control operation of the fuel-Cetane-number estimation device according to the present embodiment will be described in sequence.

FIG. 5 is a flowchart of control operation of a fuel-Cetane-number estimation apparatus according to the present embodiment.

First, under a condition in which the engine 1 is in normal operation, the ECU 10 determines whether a predetermined starting condition is satisfied (step S101). If the starting condition is satisfied (step S101: YES), the ECU 10 starts a Cetane-number determination operation mode to execute estimation of a Cetane number of fuel according to the procedures described below (step S102).

Here, the starting condition is a trigger condition for starting the Cetane-number determination operation mode. For instance, it is determined whether a condition suitable to execute controls for estimating a Cetane number is satisfied, such as detection of an idling state and detection of operation of an execution button for starting a control by an operator.

To mention a specific example, in a case where determination is performed on the basis of an idling state, it is possible to execute the Cetane number estimation under a condition in which the operation state of the engine is stable by starting the Cetane number determination operation mode when the idling state has lasted for a predetermined period, which makes it possible to obtain good estimation accuracy.

Further, when determination is performed on the basis of detection of operation of an execution button, it is possible to start the Cetane number determination operation mode at an optional timing intended by an operator (mainly a driver). Thus, it is possible to prevent a driver from being disturbed by the Cetane-number determination operation mode starting at a unintended timing.

In another example of the starting condition, the Cetane-number estimation may be automatically executed by detecting replenishment operation when a fuel tank is replenished with additional fuel. In this case, the Cetane number of stored fuel may change due to the additional fuel supplied to the fuel tank. Thus, it is possible to control the engine suitably by executing the Cetane-number determination operation mode to re-evaluate an accurate Cetane number and reflect the accurate Cetane number on the operation control.

Once the Cetane-number determination operation mode is started, the ECU 10 transmits a control signal to the engine 1 from the control parameter control part 20 to control the control parameters variably (step S103).

Especially in step S103, the control parameter control part 20 variably controls the amount of retard to increase by 1 degree, and then the ECU 10 obtains the NOx concentration C of exhaust gas on the basis of the detection value detected by the NOx sensor 19 (step S104). Then, the ECU 10 determines whether the NOx concentration C obtained in step S104 is smaller than the NOx concentration threshold value C0 obtained from the storage part 21 (step S105). If the NOx concentration C is not less than the NOx concentration threshold value C0 (step S105: NO), the ECU 10 returns the process to step S103, and increases the amount of retard MI by another 1 degree.

While increasing the amount of retard MI by 1 degree every time as described above, the process is repeated until the NOx concentration C of exhaust gas becomes smaller than the NOx concentration threshold value C0. Then, once the NOx concentration C becomes smaller than the NOx concentration threshold value C0 (step S105: YES), the ECU 10 determines the amount of retard at this time as MI0 (step S106). Specifically, the ECU 10 specifies the amount of retard MIO at the time when the NOx concentration C reaches the NOx concentration threshold value C0 by obtaining the NOx concentration C of exhaust gas while variably controlling the amount of retard MI of the amount of fuel injection.

When the amount of retard MI of the fuel injection timing is increased, the combustion state gradually becomes unstable, and a misfire occurs eventually. However, the range in which the control parameters are variably controlled in step S103 is within a range in which a misfire does not occur. That is, in the present embodiment, it is possible to evaluate a Cetane number on the basis of the NOx concentration at the time when the control parameters are variably controlled in a range where a misfire does not occur.

Subsequently, the ECU 10 estimates the Cetane number by applying the amount of retard MI0 obtained in step S106 to the map 23 (step S107). As descried above, in the map 23 prepared in advance in the storage part 21, a relationship between the amount of retard MI0 and the Cetane number CN is specified in advance, and the ECU 10 applies the amount of retard MI0 obtained in steps S106 to the map 23 to obtain the corresponding Cetane number CN as an estimation value.

As described above, it is possible to estimate a Cetane number without causing a misfire in the combustion state of the engine 1, by controlling the control parameters of the engine 1 variably and using the control parameter MI0 of the time when the NOx concentration C of exhaust gas has reached the predetermined concentration value C0. In particular, the map 23 specifying a relationship between the Cetane number CN and the control parameter MI0 of the time when the NOx concentration C of exhaust gas reaches a predetermined concentration value C0 is prepared in advance by a method based on a test, an experiment or a theory, which makes it possible to estimate a Cetane number with a simplified and inexpensive configuration by applying the actual measurement value of the NOx concentration of exhaust gas to the map.

Further, the NOx concentration used to estimate a Cetane number is obtained on the basis of the detection value detected by the NOx sensor 19 a, while the NOx sensor 19 a is also used to calculate the purification rate of the denitration catalyst 17. Thus, it is possible to estimate a Cetane number without providing an additional sensor or the like, and thus the present embodiment is advantageous in terms of cost as well.

Although the fuel injection timing is selected as a control parameter in a substantial part of the above description, the EGR amount or the like may be used as a control parameter. Also in this case, it is possible to estimate the Cetane number by a similar method by evaluating the NOx concentration of exhaust gas when the EGR amount is controlled variably.

First Modified Embodiment

In the above embodiment, a Cetane number of fuel is estimated on the basis of the map 23 specifying a relationship between a Cetane number CN of fuel and a control parameter MI0 at the time when the NOx concentration C of exhaust gas reaches a predetermined concentration value C0 set in advance. According to the research of the present inventors, the relationship specified in the map 23 as described above is affected by state factors that affect the NOx concentration of exhaust gas (e.g. the temperature of the coolant water for the engine, the temperature of a cylinder inlet, the pressure of the cylinder inlet, the oxygen concentration of the cylinder inlet, the amount of intake air, the pressure of the intake air, and the humidity of the intake air).

While an example of the map 23 is illustrated in FIG. 4, the relationship in the drawing is specified for a case in which the engine 1 has constant state factors. When the state factors change, there is a problem that an error in the map 23 increases and the accuracy in estimating a Cetane number decreases. In the modified embodiment 1, to solve the above problem, the map 23 is corrected in accordance with the state factors of the engine 1, which makes it possible to improve the accuracy in estimating a Cetane number.

FIG. 6 is a conceptual diagram of an interior configuration of the ECU 10 according to the first modified embodiment, illustrated as function blocks for implementing the method of estimating a fuel-Cetane-number. Here, elements similar to those in the above embodiment are indicated by the same reference numerals, and not described in detail again.

The state factor of the engine 1 is detected by a state-factor detection unit 25, and monitored by a Cetane-number estimation unit 24. Here, the state-factor detection unit 25 is a plurality of sensors corresponding to the types of the state factors. Further, the storage part 21 stores collection data 26 which specifies correction values for correcting the map 23, and the detection value of the state-factor detection unit 25 is associated with a correction value corresponding to the detection value in a form of a map.

The Cetane-number estimation part 24 calculates a correction value corresponding to the detection value obtained from the state-factor detection unit 25 on the basis of the correction data 26, and corrects the map 23.

Here, with reference to FIG. 7, the effect of the coolant-water temperature T of the engine 1 being an example of the state factors will be examined. FIG. 7 is a graph of relationships between a control parameter and NOx concentration of exhaust gas at different coolant-water temperatures, for an engine using a fuel having the same Cetane number. The temperature of the coolant water is 80° C. in the solid line, and 40° C. in the dotted line.

In comparison of the lines, when the coolant-water temperature T is lower, the NOx concentration C of exhaust gas starts to decrease at a smaller amount of retard MI. Thus, there are two different parameters MI0 that cross the NOx concentration threshold value C0 depending on the temperature: MI0-1 and MI0-2. As described above, the control parameters MI being a standard of estimation of a Cetane number are dispersed. Thus, if a Cetane number were obtained without correcting the map 23, the estimate value would vary even though the same fuel is used.

In view of this, a correction value corresponding to the temperature of the coolant water is specified in the correction data 26 to correct the map 23 so that the dispersion of estimation results due to the difference in the temperature of the coolant water becomes zero. Specifically, the difference in the characteristic graph between different temperatures of the coolant water is accumulated in the correction data 26 in advance as correction values as illustrated in FIG. 8, and a correction value corresponding to the detection value detected by the state-factor detection unit 25 (a coolant-water thermometer in this case) is read out, thereby correcting the map 23. As a result, it is possible to match the estimation value of the Cetane number corresponding to each of the control parameters MI0-1 and MI0-2 to an accurate value CN3.

In the first modified embodiment, the map 23 is corrected in accordance with the state factors, which makes it possible to estimate a Cetane number accurately under various conditions.

Here, the accuracy in estimating a Cetane number can be improved on the basis of a similar technical idea also in a case where the temperature of the cylinder inlet, the pressure of the cylinder inlet, the oxygen concentration of the cylinder inlet, the amount of intake air, the pressure of the intake air, the humidity of the intake air or the like is used as a state factor instead of the temperature of the coolant water of the engine 1. Specifically, possible errors that occur in the map 23 when the above factors are varied are accumulated as correction values in the correction data 26, and a corresponding correction value is read out from the correction data 26 on the basis of the actual measurement value measured by a corresponding sensor or the like to correct the map 23, which makes it possible to improve the accuracy in estimating a Cetane number.

Second Modified Embodiment

In the above first modified embodiment, the correction value for the map 23 is specified as the correction data 26 to eliminate an influence of a change in the state factors. On the other hand, the second modified embodiment is different in that the correction value corresponding to the NOx concentration threshold value NOx0 is specified as the correction data 26 to eliminate an influence of a change in the state factor. Here, elements similar to those in the above embodiment are indicated by the same reference numerals, and not described again in detail.

FIG. 9 is a graph of relationships between a control parameter (the amount of retard MI) and NOx concentration C of exhaust gas at different coolant-water temperatures, for an engine 1 using fuel having the same Cetane number, like FIG. 7. The temperature of the coolant water is 80° C. in the solid line, and 40° C. in the dotted line. As described above, when a Cetane number is estimated on the basis of a constant NOx concentration threshold value C0, there is an error in the characteristic graph due to the temperature of the coolant water, and the amount of retard MI0 at which the NOx concentration reaches the NOx concentration threshold value C0 is also dispersed (see FIG. 7). Thus, a Cetane number cannot be estimated accurately.

In view of this, in the present modified embodiment, as illustrated in FIG. 9, a correction value is set so that the amount of retard MI0 at which the NOx concentration reaches the NOx concentration threshold value C0 stays consistent regardless of the temperature of the coolant water, and the NOx concentration threshold value corresponds to the temperature of the coolant water. The correction value is associated with the temperature of the coolant water and accumulated in the correction data 26 stored in the storage part, similarly to the first modified embodiment.

In FIG. 9, the correction value is set such that the NOx concentration threshold value is C0-1 in a case where the temperature of the coolant water is 80° C., and the NOx concentration threshold value is C0-2 in a case where the temperature of the coolant water is 40° C. In this way, the NOx concentration threshold value is corrected so that the amounts of retard MI0 at which the NOx concentration reaches the NOx concentration threshold value are consistent.

In the second modified embodiment, the NOx concentration threshold value is corrected in accordance with the state factors, which makes it possible to estimate a Cetane number accurately under various conditions.

INDUSTRIAL APPLICABILITY

The present invention can be applied to a fuel-Cetane-number estimation method of estimating a Cetane number of fuel used in a compression combustion type internal combustion engine such as a diesel engine, and to an apparatus for implementing the same method.

DESCRIPTION OF REFERENCE NUMERALS

1 Engine

2 Exhaust turbocharger

-   3 Intake pipe -   4 Intercooler -   5 Throttle valve -   6 Intake manifold -   7 Combustion chamber -   8 Exhaust manifold -   9 Exhaust pipe -   10 ECU -   11 EGR pipe -   12 EGR cooler -   13 EGR valve -   14 Exhaust aftertreatment system -   15 Oxidation catalyst (DOC) -   16 Diesel particulate filter (DPF) -   17 NOx selective catalytic reduction (SCR) -   18 Urea injection nozzle -   19 NOx sensor -   20 Control parameter control part -   21 Storage part -   22 NOx concentration threshold value -   23 Map -   24 Cetane-number estimation part -   25 State-factor detection unit -   26 Correction data 

1. A fuel-Cetane-number estimation method of estimating a Cetane number of a fuel used in an internal combustion engine which performs compression ignition combustion, comprising: preparing in advance a map which specifies a relationship between the Cetane number of the fuel and a control parameter of the internal combustion engine at which NOx concentration of exhaust gas of the internal combustion engine reaches a predetermined concentration value; controlling the control parameter of the internal combustion engine variably to detect transition of the NOx concentration of the exhaust gas of the internal combustion engine; obtaining the control parameter of the internal combustion engine at which the NOx concentration has reached the predetermined concentration value on the basis of the detected NOx concentration; and estimating the Cetane number which corresponds to the obtained control parameter on the basis of the map.
 2. The fuel-Cetane-number estimation method according to claim 1, further comprising: detecting a state factor which affects the NOx concentration of the exhaust gas of the internal combustion engine; and correcting the map by using a predetermined correction value which corresponds to the detected state factor.
 3. The fuel-Cetane-number estimation method according to claim 1, further comprising: detecting a state factor which affects the NOx concentration of the exhaust gas of the internal combustion engine; and correcting the predetermined concentration value by using a predetermined correction value which corresponds to the detected state factor.
 4. The fuel-Cetane-number estimation method according to claim 2 or 3, wherein the state factor includes at least one of a temperature of a coolant water, a temperature of an inlet of a cylinder, a pressure of the inlet of the cylinder, oxygen concentration of the cylinder, an amount of intake air, a pressure of the intake air, or a humidity of the intake air of the internal combustion engine.
 5. The fuel-Cetane-number estimation method according to any one of claims 1 to 4, wherein execution of the fuel-Cetane-number estimation method is automatically started if a predetermined starting condition is satisfied.
 6. The fuel-Cetane-number estimation method according to any one of claims 1 to 5, wherein the control parameter is an amount of retard in a fuel injection timing in a combustion chamber of the internal combustion engine.
 7. The fuel-Cetane-number estimation method according to any one of claims 1 to 5, wherein the control parameter is an amount of recirculation of the exhaust gas to the intake air of the internal combustion engine.
 8. A fuel-Cetane-number estimation apparatus for estimating a Cetane number of a fuel used in an internal combustion engine which performs compression ignition combustion, comprising: a NOx concentration detection unit for detecting NOx concentration of exhaust gas of the internal combustion engine; an internal-combustion-engine control unit for variably controlling a control parameter of the internal combustion engine; a storage unit for storing a map which specifies a relationship between the Cetane number of the fuel and the control parameter of the internal combustion engine at which the NOx concentration of the exhaust gas of the internal combustion engine reaches a predetermined concentration value; and a Cetane-number estimation unit for variably controlling the control parameter with the internal-combustion-engine control unit to vary the NOx concentration of the exhaust gas of the internal combustion engine, obtaining the control parameter at which the NOx concentration reaches the predetermined concentration value, and estimating the Cetane number which corresponds to the obtained control parameter on the basis of the map.
 9. The fuel-Cetane-number estimation apparatus according to claim 8, further comprising: a state-factor detection unit for detecting a state factor which affects the NOx concentration of the exhaust gas of the internal combustion engine; and a correction unit for correcting the map by using a predetermined correction value which corresponds to the state factor detected by the state-factor detection unit.
 10. The fuel-Cetane-number estimation apparatus according to claim 8, further comprising: a state-factor detection unit for detecting a state factor which affects the NOx concentration of the exhaust gas of the internal combustion engine; and a correction unit for correcting the predetermined concentration value by using a predetermined correction value which corresponds to the state factor detected by the state-factor detection unit.
 11. The fuel-Cetane-number estimation apparatus according to any one of claims 8 to 10, wherein the NOx concentration detection unit is also used as a NOx sensor used to calculate a purification rate in an exhaust-gas purification device for purifying the exhaust gas of the internal combustion engine. 